Fluid pressure brake



March 20, 1934. J, N, ROCK AL 1,951,672 I FLUID PRESSURE BRAKE Filed oct; e, 1951 L9 EN;

g INVENTOR a Jacobi# (we 5E E? BY VMM/m6# s Patented Mar. 20, 1934 FATE??? FFE FLUID PRESSURE BRAKE Application October 6,

4 Claims.

This invention relates to an improvement in an air brake system and specifically to an improvement in the method of accomplishing automatically the same purpose that is sought in our 5 prior Patent No. 1,612,058, dated Dec. 28, i926. rihis improvement makes unnecessary and eliminates the modication of the distributing valve as described and required in our prior patent. The auxiliary valve as described therein 10 remains the saine and is shown herewith for reierence and use in the explanation oi the operation of the present invention.

The improvement herein is confined to 'the control valve B which is so constructed and placed that it is entirely automatic in its operation. it is supplemental to and requires no alteration in, or modification of the distibnting valve and no manually controlled valve, other than is now provided in the Westinghouse brake system.

In the drawing in which we have shown the most preferred manner of building our invention- Figure l is a diagrammatic view of the distributing valve and the triple valve with our device shown in connection therewith.

Figure 2 is an enlarged sectional View of the control valve B.

Figure 3 is an end view of the triple valve D, and our auxiliary valve C, attached thereto.

In the drawing we have shown the control valve B, as made of two compartments, a and b, interposed between the distributing valve A and the auxiliary valve C. The auxiliary valve C is oi that type shown and claimed in our prior Patent No. 1,612,053. As shown in Figure 2 the control valve B consists oi a cylindrical casing 1, threaded to receive the pipe 8 in one end and a plug 5 in the opposite end and having bosses on the sides to receive the pipes 6 and 7.V Into 40 the bore of the casing 1 is placed a fixed bushing tube 2, through which are ports 9 and l0 drilled in alignment with the pipes 6 and '7. The plug 5 is provided with a medial boss on the inner end around which a spring 4 is carried. The spring 4 is of predetermined tension. This predetermined tension need be only to the extent that spring 4 will seat piston 3, when there is no air pressure on either side of said piston. A piston 3 is carried within the tube 2 having ports ll and 12 cut therethrough; the port ll being an elongated port to remain in alignment with the port 9 at all times to provide the same pressure in the chamber a of the valve as is carried in the pipe 6. The port 12 is the same size as the port 10 and is brought into alignment therewith 1931, Seria-l No. 567,184

when pressure is applied under the piston in the pipe 8 through the train brake pipe The pipe G is always charged with air pressure in all operating positions of the engineers automatic brake valve except, in emergency applications. *if

rihe ports 1G and 12 are held in alignment with each other at all times by the train line air pressure in the pipe line G and the pipe 8 which forces the piston 3 upward against the force of spring i and causes the ports 10 and 12 to open except in emergency. The air in the compartment b under the piston 3 is never in communication with air in the compartment a.

The compartment a of the valve B is connected to the application portion of the distributing valve by means or" a conventional pipe connection F2 to the cylinder brake pipe E, and also by pipe F to the auxiliary valve C, and liliewise the compartment b is connected to the equalizing portion of the distributing valve A by connection to the brake pipe G.

The brake pipe G, when the engineers automatic brake valve is in running position (or in any operating position, except emergency) is charged from the main reservoir through a reducing valve at a pressure which is greater than the pressure in the auxiliary pipe F. (Pipe F is always open, but has air pressure only when the brakes are applied, to any degree.) This causes the control valve B to be held open, except in .5

emergency applications, and air from the main reservoir has a free passage through the application chamber of the distributing valve A, pipes E and F2, control valve B and pipe F, to the auxiliary valve C, and moves the piston i5 which closes the exhaust port of the auxiliary valve and causes the auxiliary valve to operate as a pressure retaining valve to the triple valve D which is thereby under full control by the engineer in its operation. ing valve is necessary. Thus it is evident that the engineer can graduate the brake pressure and increase or decrease at will the pressure in the brake cylinder.

The pipe E supplies air to the locomotive brake cylinders and also supplies pipe F through the control valve B with the same pressure.

The auxiliary pipe F is charged only to the pressure present in the engine brake cylinder pipe E which is entirely under control of the engineer, due to the different operations of the engineers brake valves in the movements of the train. The engineer can use the independent or automatic brake valve, as he desires, to control the train.

No other pressure retain- In an emergency application the pressure being exhausted in the brake pipe and the pressure in the application chamber of the distributing valve and consequently in the auxiliary pipe F2 being at a maximum, the control valve closes permitting no air to flow through the pipe F to the auxiliary valve C; and therefore renders the auxiliary valve C ineiective during an emergency brake application. The triple valve then operates (closes) in the same manner as in its present construction and holds the brakes set exactly as now done by the present method.

When an emergency application of the Westinghouse air brake is made, with a standard brake pipe pressure of eighty pounds, the auxiliary reservoirs and the brake cylinders equalize with a pressure of nity five to sixty pounds. The locomotive brake gets seventy pounds pressure. Now, if the control valve B had not shut ofi the auxiliary pipe the auxiliary pipe F would have received the same seventy pounds. This pressure in the auxiliary pipe F is unnecessary, as brake cylinder exhaust ports are closed by the triple Valve will stay closed as long as air pressure is kept out 0i the brake pipe G. When air pressure is introduced into the brake pipe G, control valve B will be the first Valve to move and open the auxiliary pipe F to the auxiliary valve C and close the exhaust port therein. This will hold the brake set while charging the auxiliary reservoir. The control vaive B is to shut ofi the auxiliary pipe F so as not to waste main reservoir air pipe G breaks and the brake is set in the emergency, as pipe F is attached to the application valve through the pipe to the locomotive brake cylinders. In a train wreck it the pipe G and the auxiliary pipe F break, the breaking of the pipe G would set the brake in the emergency on the train, but as the auxiliary pipe F is attached to the application valve, the same as the engine brake cylinder pipe, the breaking of the auxiliary pipe would release the locomotive brake and also waste main reservoir air. This is why the control valve is placed in the auxiliary pipe F. It is to keep the locomotive brakes set and stop waste of main reservoir air. On restoration of train pipe pressure the control valve B will be the first valve to move and open the auxiliary pipe F. When an emergency application has taken place then the pipe G- is empty and the control valve B is so constructed that no air may pass therethrough or thereby into the auxiliary pipe F nor can any air pass from the auxiliarypipe F or F2 or application valve to the brake pipe.

However, under present conditions the auxiliary reservoir cannot now be recharged and in order to do so the brake must rst be released. With this improvement the brake cannot release and the train pipe G may be recharged in the usual manner. This recharging or" the train pipe G overcomes the pressure in the cylinder pipes E and F2 and consequently in the upper portion a, of control valve B. This causes piston 3 to move upward and open direct communication from the application portion of the distributing valve to the auxiliary Valve C, moving piston 46 to the left closes the port 44 and shutting oi communication from the triple valve to the atmosphere. Air escaping by the groove 48 lls the chamber 45, on the opposite side of the valve head 46. Now, when the brake pipe G is recharged the exhaust port of the triple valve is opened. Air from the brake cylinder cannot escape though direct communication is afforded between the auxiliary Valve C through the pipe 419 to the exhaust port of the triple valve into the train brake cylinder. With the independent brake valve, through pipe F, the brake cylinders may be charged to application cylinder pressure to hold the brakes set while the auxiliary reservoir is being recharged by the engineers automatic brake valve. Hence, a direct air line is extended from the main reservoir to the train brake cylinder for holding the brake set, at which time the auxiliary reservoir may be simultaneously recharged without release of the brake. Ir greater pressure is required in the brake cylinder it may be applied with the automatic brake valve.

Having thus described our invention we desire to secure by Letters Patent and claim:

l. A control valve for automatically operating air brakes, comprising a cylindrical casing mounted connection with the distributing valve and the auxiliary valve oi an air brake system; an operating pipe connecting the cylindrical casing with the brake pipe; and apiston valve carried in said casing affording communication from the distributing Valve to the auxiliary valve and triple Valve when pressure in the brake pipe.

2. e control valve for automatically operating air brakes comprising a cylindrical casing mounted in con` ection with the distributing valve and the auxiliary V e; an operating pipe connecting one end of he cylindrical casing with the brake pipe; and a piston carried in said casing having valve openings in the top end thereof, said openings to open the connection from the distributind valve to the auxiliary valve when pressure is in the brake pipe.

3. n. device of the class described the combination ci a valve mounted in the pipe between the distributing valve and the auxiliary valve, a pipe connecting the valve to the brake pipe, said valve to remain in the open position when pressure is in the brake pipe.

1i. ln a device of the class described the combination of a valve casing mounted in the pipe connecting the distributing valve to the auxiliary valve and triple valve, a Valve carried in said casing to be operated when pressure is introduced into the bottom of the casing; and means to connect said casing with the brake pipe, the pressure in the brake pipe to hold the valve in open position to ao-rd free passage from the distributing Valve to the auxiliary valve when pressure is in the brake pipe.

JACOB N. ROCK. ELMER A. VATL. 

